Wayside signal and train-controlling system



w. H. KELLEM WAYSIDE SIGNAL AND TRAIN CONTROLLING SIST Filed Nov. 15. 1920 4 Sheets-Shut 1 Mar. 3; 1925.

W. vH. KELLEM WAYSIDE SIGNAL AND TRAIN GONTROLLING SYSTEM Filed Nov. 15, 1920 '4 Sheets-Sheet 2 Mar. 3, 1925. 1,528,487

W. H. KELLEM l wAYsIDs SIGNAL AND TRAIN coNTRoLLING SYSTEM Fil-ed Nov. 15, 1920 4' Sheets-Sliema W. H. KELLEM WAYSIDE SIGNAL AND .TRAN CONTROLLNG SYSTEM Filed NOV. 15, 1920 4 Sheets-Sheet 4 NME; u2 v Invemor;

@7 MYC? Patented Mar. 3, 1925.

UNITED "STATES d 1,528,487 PATENT ORPI WALTER II. KELLRM, ORRICHMOND, VIRGINIA, tAssIefNORTOik AMERICAN AUTOMATIC TRAIN CONTROL CORPORATION, on BALTIMORE, IVLARYILAND, lA CORIIORATION OF MARYLAND.

WAYSIDE SIGNAL AND T`RAIN-CONTBOLLING SYSTEM.

Application filed. November To all whom t Jmay concern.'

Be it known that WVM/rim II. IIRLLEM, a citizen of the United States, residing at Richmonchin the county of Henrico and State of Virginia, has invented certain new and useful Improvements in IiVayside Signal and rllrain-Controlling Systems, of which the following is a specification.

vThis invention relates to improvements in wayside signal and train controlling systems and has particular' reference to, an apparatus involving theluse or ramprails on the roadway with'track circuits, and devices to connect or disconnect said ramp rails with or from a current supply, as is now well known in the art.

One object of `the present inventionis to provide an improved train control mechanism in which signal mechanism and ramp railsare employed, whereby the conditions at the signal and the conditions at the ramps for any block or section will positively be alike.

Another object of the invention is to provide an improved system for train control combining a three position signal,` ramp rails. a track relay and a line relay all ci which are controlled by polarized circuits.

A further object is to provide improved means tor controlling the circuit to ramp rails that are located at a braking distance in front, or in advance of a signal that governs the entrance 'to a block when used in connection with three position automatic signals.

A still further object is to provide simple, improved and eilicient means for controlling one or more ramp rails located in front, or in advance of a signal, whereby to transmit to the engineer advanced information as to the condition of the next wayside signal ahead. Y

Another object is to provide an improved arrangement of circuits in connection with wayside signals and amp-rails which will not decrease the track capacity; will permit one block overlap for following move ment, as now practiced in three-position signal arrangements; which will provide positive protection against rear-end rollisions on double-track, which does not inter'fere with the present signal arrangement and which can be installed at a. minimum cost.

ranged in vaccordance LwithLtheApresentinvention with the devicesandf. circuits inf the normalv or `clear condition.

Fig. 2'. illustrate-sQthemechanism and circuits in the next adjacent track-sections but inthe cautionposition.

-F ig. 3. showsa the saine mechanisminfuthe next sections but withithe'devices andwcircuitsl iny the danger or stopy position.

Fig-4. illustrates the normaltposition'of therelay andfflow of current.

Figa-5. shows thef reverse position-:oit` the relay and currentxlow, and i YFirg. Tt illustrates the :neutral orj Zero position o'fftheV relay when -all current is cut off.

In carrying woutmy 'invention I provide the track rails with i insulation .l0 `at ,eine tervals whereby to form a series ofzlolocks and each `block `is sub-divided ybyfineanso insulated joints 11, in the track-railswhereby to-v form two traclesections `l2 and l'for each of said blocks. (1A blockuinnthisi instance presumably being from signal to signal.)

At the entrance to each sectionslQ ;of a block I `provide asignal meansle, .which latter may be a threeflposition semaphore or a series of three light indication, so. that clear, caution and danger indications may be shown atfeach wayside signal.

Near` the exit yof the said section 12 of each block I yalso provide two `ramp-rails 15 and 16 respectively-the ramp 15, being a'sig1ial-ra1np,"while vthe'ramp 16 is what is .known as a stop-ramp.

These ramps are so arranged `as to be engaged by contact means on theuvehiole as Vthe latter travels on the track-railszwhereby stop or signal means on the 4vehicle may be actuated accordingv to whether or not either or both ramps isor are energized or deenergized,-fthatl is,` connected with or cut off` from a current supply along the trackway.

`In the /presentdisclosure ofiny invention I show what is termed a three positionfvAf. C. signal device' 14 atthe.entr-anneetov`v` each block or the entrance to the block-section 12, and in practice this signal device is so connected with motor means as to effect an operation of a plurality of circuit-breakers 17-18-19 and 20 respectively whenever the signal is operated, as will presently be more fully described.

Each track-section 12 is provided with a track-relay 21 which has connect-ions 22 and 23 with the two track rails near the entrance to the said block and section.

Near the exit of the same track-section 12, there is provided connections 24 and 25, to the low voltage terminals of an auxiliary transformer 26.

This auxiliary transformer 26 also has additional terminals for a purpose that will presently he expl ained.

Connections and operation of the signal Ze/vice.

Each track relay 21 controls a plurality of contact-fingers 27 and 28 which latter, through the operation of the relay 21 are caused to assume one of three positions.

The contact linger 27' operates between two contacts 29 and 30 of which the contact 29 is normally engaged by said finger 2T when the section is clear, while contact 30 will be engaged by said finger 27 when the block section in advance is occupied, and when the finger 27 is held out of engagement with both contacts it may be said to be in a Zero position at which time the section is occupied.

The contactlinger 28 operates between two contacts 31 and 32, of which the contact 31 is normally engaged by said linger 28A when the section is clear; while the contact 32 will be engaged by said finger 28 when the block section in advance is occupied, and when finger 28 is held out of engagement with both contacts 31 and 32 it may be said to be in a Zero position, at which time the sect-ion is occupied.

At this point it is deemed desirable to point out that thev circuit breakers 1'7-18- 1S) and 2O are all operated by the motor mechanism of the signals so that they will assume 45 degree-90 degree or Zero posiy tions, according to the position of the signal itself, as and for a purpose that will presently be more fully explained.

lt should be understood that in operation, the track relay 21 is normally energized and when in the normal position, holds the lingers 2T and 28 in engagement with the contacts 29 and 31 respectively g-that when said relay is deenergized by a vehicle shortcircuiting the track-connections, said fingers 27 and 28 assume a zero or neutral position, and that'wlien the relay is again energized as the vehicle leaves that section, said lingers 27 and 28 Will engage contacts 30 and 327 and .linallvy through the operation of a pole-changer or circuit-reverser. The said lingers 2T and 28 are caused to move to the normal position again when the vehicle passes into the second block ahead by means that will now be explained.

As it is one of the objects of this invention to produce like signal conditions at the ramp and wayside signals, certain mechanisms are introduced or interposed between the signal and ramps to effect this result, which mechanism includes a track relay 33, which is provided with a plurality of Contact lingers and a line relay 34. Both of these relays are of the same type as relay 21 in that they are three-position relays. but relay 34 is a high-voltage relay while relay 33 is a low-voltage relay which corresponds to A. U. current signalling' practice.

The relay 34 is supplied with current from auxiliary transformer 35, at the signal location.

Relay is supplied with current from auxiliary transformer 36, at the signal location. y

The ramp rails 15 and 16 are supplied with current from a set of low-voltage terminals on auxiliary transformers 26.

Reference has hereinbefore been made to three-position relays. To make it clear just what this term means l have illustrated in Figs. Ll, 5 and 6 of the dra-wing three diagrai'ns of the track rails 8 and 9 and track relay 21.

These relays have certain characteristics which allow the armature of the relay to assume three positions-namely, normal, reverse and neutral. At normal, current liows through the coils in a left to right direction, which causes the armature to assume the normal position, closing the normal contacts. Reverse position is taken by the saine armature when current flows through the coils in a right to left or opposite direction, which closes the reverse contacts. Neutral position is assumed by the armature when there is no current on the coil,the armature 'being assisted to this position by a counterweight and gravity.

Referring to Fig. 2, track relay 33 has been caused to assume normal position by means of the circuit breaker or pole-changers 17 and 18 of signal 14 in Fig. 2 establishing a positive current connection from transformer 35 (Fig. 2) as follows: by wire 38 to circuit breaker 17, thence by wire 38a to the primary coil of transformer 36, thence to negative side of the primary coil 36, thence by wire 41 to circuit breaker 18, thence by wire 41a, wire 41b to negative side of secondary of transformer 35, thus completing the circuit between the secondary of transformer 35 and the primary of transformer 36.

Another circuit is established for relay 33 as follows :-p0sitive current from secondary of transformer 36 Fig. 2, thence by Wire 38b to track r`ail'8; thenceby 'said't'rack rail 8, section 13,to Wire 39-to coil ofi'elay 33 through coil of said relay-33 to Wire 40, thence bytrack rail 9,of track sect-ion 13, to Wire"41c, `to negativeside of secondary of transformer36, thus completing the circuit.

In orderto change the polarity of current supplytotrack relay 21 of Fig. 1, itis necessary to provide a `pole changing arrangenient at track relay 33 of Fig. 2, `which has the form,in this case, of contact lingers 42 and 43,-the same fingers being apart of said relay y33. This arrangement of contacts performs the same function as the eircuit controllers 17 and 18 at the signal 14 in thatit changes the polarity of current in the Wires tothe-relay-according to the posi-l tion of the contacts.

The circuit for this vrelay321 is as follows:

Current Vfrom main transformer 44, Fig. 2, from secondary positive side flows by Wire 45 to contact finger 43 of relay 33, normal, thence by Wire `46 to the primary side of auxiliary transformer 26, Fig. 2, thence to negative side of primary of auxiliary transformer 26,thence by Wire A47 to contact finger 42, of relay V343, normal, thence by Wire 48 to negative side of secondary of main transformer 44, thus completing a circuit between the secondary of transformer 44 and the primary fof transformer 26.

The track circuit for relay 21, Fig. 1 is as follows:

Current 'from lsecondary positive Vside of auxiliary transformer 26,Fig- 2, by means of a loiv voltagetap, by Wire 25,'to track rail 8, section 12 of Figs. r1 and 2, theniby said track rail`8, to a "Wire 22, then to coil of relay 21, of Fig. 1, through coil of said relay 21, then hy Wire 23 to track rail 9 of section 12, Figs. 1 and 2,then by said track rail 9 yto a Wire 24, thento negative side of secondary'of auxiliary transformer 26, .thus completing the circuit.

It will thus be seen that positive energy flows through the coil of relay21 (Fig. 1) from a left to right direction which causes the contact fingers l27 Aand 28 to assume a normal position When the vehicle 37 is in track-section 12 of Fig. 3 Which lis two blocks ahead, Whichnorin'al position of relay 21 in Fig. `1 closes the 90 degree control circuit to the signal mechanism 14 and causes the signal in Fig. l to go to clear position.

Normal circuit forlz'nc 'relay 3.4.

Current flows from positive side of main transformer 35 by wire 38 tocontact finger 27 of relay 21l tocontact 29, normal, by Wire 51, thence by Wire 52 to circuit-breaker 19, normahthence by Wire 53, to coil of relay V34; through "coil 34,by Wire 54 to contact 55; contacts-finger 56 normal, of relay `33; thence by VWire 57 vtocircuit breaker 20; then by Wire 58 :tothe negative side of transformer 35.

This is the circuit for this relay-34 when the signal 14 is clear and it will be noted that positive current is flowing through the coils in a right toleft direction Which causes Contact lingers 49 and 50 to assume normal position.

The reverse position of this relay 34 is obtained when the signal 14 assumes caution position and the circuit breakers 19 and 20 assume caution position.

The reverse circuit for relay 34 is as follows:

From positive side of transformer 35 by Wire 38 to contact finger 27 reverse, to contact 30 by Wire 59 to circuitl'ireaker 20; by Wire 57 to contact finger 56, norinal,contact 55; Wire 54 to coil of relay 34; through coil and by Wire v53 tocircuit breaker 19 'and `by Wire 58 to negative side of transformer 35. Thus changing the floiv'of current from right to left.

Signal mm?) mil circuit.

Current flows from positive side of lon7 voltage tap of auxiliary transformer 26 by wire 60 to contact finger 49 of relay 34 nor signal'14 is clear and gives a clear indication on the vehicle.

v When signal 14 indicates caution, relay 34 reverses position of contacts 49 and 50 thereby *opening the circuit which causes clear indication to be received on the vehicle when the latter passes the ramp rail 15 and closes the caution ramp rail signal circuit.

` @tattica ramp ml circuit.

' Current flows from positive side of low voltage tap of auxiliary transformer 26, by Wire 60 to contact finger 50 of relay 34, normal or reverse; Wire 64 to contact linger 65 of relay 33normal,by Wire 66 to ramp rail 16; through apparatus on engine to ground on track rail 9, to negative side of transformer 26.

This circuit energizes stop rail 16 when signal 14 indicates either caution or clear condition.

Opera/fion by mio/vement of @chicle from block to clock.

Vhen a` vehicle passes insulated joints 11 and 'enters section 13 of Fig.1, track-relay 33 assumes a neutralposition by reason of the short-circuiting ofthe current theret-hrough from transformer 36 (Fig. 1). lli/Then this happens, current to ramp rails 15 and 16. Which guard said section 13 of Fig. 1, is cut olf, and both ramps are then dead or deenergized.

The vehicle now moves into section 12 of Fig. 1 and upon passing insulated joints 10, deenergizes track-relay 21 (Fig. 1) and contact lingers 27 and 2S assume a neutral position by reason of current from transformer 26 F 2. being cut olf. The signal 14 Fig. l Will next go to danger position.

Circuit' breakers 19 and 2O assume Zero or neutral position, which cuts off current supply from transformer 35 Fig. 1, to line relay 34 Fig. 1. rlhe ramp rails for section 13 Fig. 1 remain dead until the signal 14 Fig. 1 changes te caution.

Circuit breakers 1T and 13 ivillhave moved to a zero position and thereby changed polarity of current to relay Fig. 1, from transformer 36, so that at that time the condition of the mechanism of Fig. 1 will become changed and be precisely like such mechanism as is illustrated in Fig. 3. The two ramp rails in Fig. 1 therefore remain dead.

'lhc vehicle next passes ramp rails 15 and 16 of the next section Fig. 2, which rails are energized so that a current can be picked up by contacts on the vehicle to keep the vehicle-mechanisin energized While passing those ramps.

Next the vehicle passes insulated joints 11 and enters track section 13 of Fig. 2, Whereupon, track-relay 33 of Fig. 2, becomes deenergized and assumes a neutral position by cutting olf the current thereto.

Then relay 33 of Fig. 2 is deenergized ramp rails 15 and 16 of Fig. 2 Will also become deenergized.

At this moment, signal 14 of Fig. 1 is still at danger and the ramps 15 and 16 of Fig. 1 are also still dead.

lhen the vehicle passes into sec-tion 12 0f Fig. 2. the track relay 21 of said Fig. 2, becomes deenergized and contact lingers 27 and 28 assume a neutral position because current has been cut off from transformer 26 of Fig. 3 to said relay 21 of Fig. 2.

The circuit breakers 19-20 assume Zero or neutral positions which cut olf current supply from transformer 35 of Fig. 2 to line relay 34 of said Fig. 2.

rlhe ramp rails 15 and 16 for section 13 Fig. 2 remain dead until signal 14 Fig. 2 changes to caution position.

Circuit breakers 17 and 18 of Fig. 2 will have moved to a zero or neutral position and will have changed polarity of current to relay 33 Fig. 2.

When this change of polarity of currentin Fig. 2 takes place, contact lingers 42 and 43 Fig. 2, are caused to assume reverse p0- sition to that shown in said Fig. 2. This fauses a change in the polarity of current iiowing from main transformer 44 Fig. 2 to auxiliary transformer 26 Fig. 2, thence to the low voltage secondary of said latter transformer which change of polarity causes track relay 21 of Fig. 1 to take a position reverse to that actually shown in said Fig. 1. rlhis reversal of the contact lingers 2'? and 23 Fig. 1 closes the 45 degree control circuit to the signal 14 Fig. l, through Wires 59 and 32a which moves the signal to caution position, and this movement causes an operation of the circuit breakers 17-13-19 and 2O of Fig. 1 and they in turn assume a caution position.

lli/Then these circuit breakers 17-13-19 and 2O of Fig. 1 assume the cantieri position7 contact lingers 49 and 50 of relay 34 Fig. 1 will assume a position reverse to that shown in said Fig. 1 and relay 33 Fig. 1 will resume normal position by reason of change of polarity by circuit breakers 17-13 Fig. l, and these changes will close a path for currentto the stop ramp rail 16 Fig.y 1 Which noiv energizes saidrail.

Signal ramp rail 15 Fig. 1 is still dead or deenergized, and any vehicle passing over this rail will still receive a caution signal which indicates the position of signal 14 at Fie` l. y

lhe vehicle now passes into section 13 of Fig. 3 which deenergizes track relay`33 of said Fig. 3 and cuts olf current from ramp rails 15 and 16 of Fig. 3 as has been described in connection with the ramps in Fig. 1 and F ig; 2.

Now the vehicle 37 moves to the position shown in Fig. 3 and upon passing insulated joints 10 deenergizes relay 21 Fig. 3; puts signal 14 at danger and circuit breakers 17-18-19 and 2O at zero or neutral position. The circuit breakers 19 and 2O Fig. 3 cut off current supply from transformer 35 Fig. 3 to relay 34 Fig. 3, causing contact lingers 49 and 50 lto assume a neutral position.

Circuit breakers 17 and 18 change polarity of current supply from transformer 35 Fig. 3 to auxiliary transformer 36 which change of polarity causes relay 33 Fig. 3 to assume the position shown in Fig. 3. rThis reversal of current through relay 33 moves Contact fingers 42 and 43 so as to change the polarity of current flowing from main transformer 44, Fig. 3 to auxiliary transformer 26, Fig. 3 thence to the loiv voltage seconder7 of said latter transformer, which change of polarity causes track relay 21 of Fig. 2 to take the position shown in Fig. 2.

vrllhis reversal of the contact lingers 27 and 28 Fig. 2 closes the 45 degree control circuit to the signal 14 Fig. 2, which moves said signal to caution position and this movement causes an operation of the circuit breakers 17-18-19 and 2O ot Fig. 2

ynow energizes said rail.

The normal position of contact lingers 42 and 43 of relay 33 Fig. 2, allows current to flow `to relay 21 Fig. 1 from main transformer 44 then to auxiliary transformer 26 thence to low voltage taps in a normal direction which causes contact fingers 27 and 28 Fig. 1 to assume normal position. This normal position of contact ingers 27 and 28 of relay 21 Fig. 1, closes a 90 degree circuit to the motor mechanism of the signal 14 Fig. 1 which causes that signal and its circuit breakers 17-18-19 and 2O to assume a clear position.

Contacts 49 and 50 of relay 34 Fig. 1, assume normal position by reason of the circuit breakers 19 and 2O being moved to the clear position. This reversal of contacts 49 and 50 from reverse to normal, restores current to caution ramp rail 15 Fig. 1 and any vehicle now passing these ramp rails 15 and 16 Fig. 1 will receive a clear indication.

Signal dem'ces cmd circuits.

While I have not deemed it necessary to illustrate the signal mechanism in detail, it is to be understood that when a signal is at clear or 90 degree position. a circuit to the motor mechanism of the signal will be closed between finge-r 27 and contact 29 and finger 28 and contact 31; that when the signal is in the 45 degree or caution position, a circuit to the motor mechanism of the signal is closed between finger 27 and contact 30 and finger 28 and contact 32, and when the signal is in the zero or stop position the lingers are in the normal position and no circuit is completed to the motor mechanism of the signal.

Clear or 90 degree signal circ/wiz?.

Current from positive secondary of transformer 35, Fig. 1, liows by wire 38 to contact finger 27 of relay 21, which normally engages contact 29, thence from contact 29 by wire 51 to the motor of the signal 14, then through the motor to operate the latter, then by wire 41 to the negative side of secondary of transformer 35 thus completing the motor circuit for signal 14 and causing the signal to assume a clear position.

@rml-tionor 45 degree signed circuit. Current from positive secondary side of transformer .35, Fig. 2, Hows ,by y-wire 38 to contact linger 28 of relay 21, which is reversed in Fig. 2, then through contact F12 and wire to the motor of the signal l14 .to operate said motor; thence by wire .41 to negative of secondary ot transformer thus completingthe caution circuit for signal 14 and causing the signal to assume a cautionposition.

Stop or .aero position of signal.

Vhen relay 21, Fig. 3 assumes a neutral position, current will be interrupted through both of the wires' 51 and 322t because both Contact fingers 27 and 28 are in a Zero position, ytherefore the countervweighted semaphore arm drops to danger' lposition by gravity.

Having described my invention, I claim,-

v 1. In a wayside signal and train-con-` trolling vsystem the combination with a giving three indications such as clear, cau-V tion and stop; a plurality of three-position relays and contacts theretor,-one oi said relays being connected to each section and means for reversing the flow of current through the relays upon operation of the wayside signal device whereby the indication at a signal will be duplicated at the ramps preceding the same.

2. In a wayside signal and train controlling system, the combination with a trackway divided into track-sections each oi' which is electrically insulated from the others, of means for supplying a current to each of said sections; signal and stop ramp rails adjacent to the tracks of one section; a wayside signal device capable ot giving three indications such as clear, caution and stop; a three position relay for each wayside signal device; circuit reversers actuated by the said wayside signal; connections between the said relay and the track-rails of a section and a three-position track relay to control current to the ramprails said latter track-relay being controlled through the circuit-reverser of the wayside signal device.

3. In a wayside signal and train controlling system, the combination with a trackway formed into insulated track-secsections, of a signal ramp-rail; a stop ramprail; a wayside signal device in advance of said signal and stop ramp rails said signal device being capable of giving clear, caution and stop indications; circuit reversing means operated by said wayside signal; a three-positionr track-relay adjacent to each wayside signal; another three-position trackrelay for controlling the passage of current to the ramp rails next behind the wayside signal; a current supp-ly for said latter relay and connections betweeny said current supply and said latter track-relay which connections include the circuit reverser devices of the wayside signal.

1I. In a wayside signal and train controlling system, the combination with a trackway formed into insulated track-sec tions, of three position wayside signals at intervals along the trackway; signal and stop ramp rails also at intervals along thev trackway to be engaged by contacts on a vehicle before the latter reaches la wayside signal; a three-position track relay adjacent to and controlling each wayside signal; another three-position relay in advance of each ramp-rail location said latter relay being operated by current controlled through the operation of the wayside signal, and a current supply for the ramps which current is controlled by said latter three-position relay.

5. In a wayside signal and train controlling system, the combination with a trackway formed into insulated track-sec tions, of three position wayside signals at intervals along the trackway; signal and stop ramp rails also at intervals along the trackway to be engaged by cont-acts on a vehicle before the latter. reaches a Wayside signal; a track relay adjacent to and controlling each wayside signal; a track-relay in advance o1"V the ramp rail locations; a line relay interposed between the two track relays and controlled through circuit breakers of the wayside signal and a current supply for the ramps which current is controlled through contacts of. one track relay and contacts of the line relay.

In testimony whereof I affix my signature.

VWALTER H. KELLEM. 

